Dumping-car



(No Model.) v 5 sheetssheet 1.

M. VAN WORMER. DUMPING GAR. 1

Patented Jan. 1, 1884.

IW' VEN TOR www (No Mael.)

VAN WORMER.

5 Sheets-Sheet 2.

l DUMPING GAR. No. 291,113. Patented Jann. 1,1884.

IMI .9 1 15 WITNESSES (No Model.)

' Y 5 She'ets-Sheet 3 M. VAN WORMER.

DUMPING GAR.

Patented Jan. 1, 1884'.

Ey' WITNESSES INVENTOR l fra/efe 0C @Wa/wa@ @y .dttorneg/J,

(No Model.)

. 5 Sheets-Sheet 4.

111. VAN WG111/1ER.

DUMPING GAR.

110.291,11. Patented 1111.111884.

II l.

[In @n (No Model.) 5 Sheets-'Sheet 5. M. VAN WORD/1ER.

DUMPING GAR.

` Patented Jen. 1, '1884.

VLW'TOR Attorney/.

Q UNITED `T /rrns 'PATENT' NICE@ .f

MATTHEW van womunn, orMELRosn, Massacnusnrrs.

DUMPING-CAR.

`SPECIFICATIOhT forming part of Letters Patent No. 291,118, datedJanuary 1, 1884. Application led September 8, 1883. (No model.)

To dit" whom, if may concern,.-

Beit known that I, MATTHEW VAN WOR- MER, of Melrose, in the county of Middlesex and State of Massachusetts, have invented certain new and usefulImprovements in Dump-Cars; and I do hereby declare that the following isa full, clear, and exact description of the in! vention, which willenable others skilled in the art to which it appertains to make and usethe same, reference being had to the accompanying drawings, and toletters of Areference marked thereon, which form a part of thisspecification. My present improvements relate to a special constructionof the oil-box located on the end platform for oiling the worm and itsgear, by which the tilting of the car is -effected from the platform toa special construction and application of the king-boltbywhich therocker is connected to the truck; to combining with the two centralstringers one or more hangers to serve as bearings or supports forguidepulleys for the chain which effects the du mping; to theconstruction of the transoms; to

1the arrangement of the worm-wheel and the worm on the vertical staffwhich actuates it i withrelation to other and adjacent gear on the mainshaft and on the same shaft, so that only'the worm-wheel and its wormshall revolve in the free oil in the oil-box, these other wheelsbein'goutside of said box; to the construction of the side bearings andof the devices'for actuating them, and to other particulars hereinafterset forth.

Figure l is a partial side elevation of the car; Fig. 2, a cross-sectionin t-he line x x of Fig. 1; Fig. 2*, views of the kingbolt and adjacentparts; Fig. 3, an end view of the carbody, the oil-box and stringersbeing in section;=Figs. 4, 5, 6, enlarged views of the oilv,box inyertical section, in plan vwith its cover removed, -and of its endpiece; Fig. 7, an enlarged view'of gears and shafts, and Figs. 8

to 19, inclusive, are details.

A is the car-body; B, the truck; C, the oilbox, made longer transverselyof the car than lengthwise of -it, its length, breadth, and

height being adapted to receive and entirely inclose the-worm-wheelD andits actuatingworm E'o'nthe staff `or shaft ItA has a rei movablev`c"over,`g, andl also a removable end piece, 71., to permit theintroduction of the l worm E prior to its ,connection with its shaft F.The end piece must be made oil-tight by packing or otherwise.

The bottom of the oil-box has a concave part, fi, conformable in shapeto the circumference ofthe wheel D, an d flat parts jj', which restdirectly on the two central stringers, K L, or they may rest directly onthe car-floor. This concave part may thus hang down be tween thesestringere and give ample depth for the oil in the'box, and it ispreferred that the oil reach about up to the short shaft, which I callthe box shaft. The worm E thus also is partially immersed in the oil, sothat both it and the wheel D are constantly self-lubricating in freeoil, and there is no need of any cotton waste or any saturated materialin the box. The box C, being inclosed at every side and at its top,excludes-all dust, grit, and dirt, and thus very largely contributes tosave the worm and its gear from wear. This is very important, asheretofore in working these parts dry or insufficiently oiled the wormwould soon wear out or lose its efficiency. The staff F rests at itslower cud in a cavity in a raised part, m, of the bottom of the oil-box.i vThis raised part affords ample thickness fora sufficient depth to thecavity for the bottom bearing of this staff without any risk of suchcavity cutting through the bottom and thus causing any leakage of theoil at that point. The box may be secured tothe car by any' appropriatemeans-as, for instance, by bolts through ears n n.

F of the car-body to the arched rocker Q on the truck, is made in twoparts hinged or jointed, substantially as shown.- The shorter part o',which is secured to the car-bed, has a square or polygonal head, o,whichis inserted in-a square socket or recess made in the wooden part p ofthe rocker to preventthe bolt from turning around, and this part oprojects downward through the iron rocker-plate p". The part 0should belonger than the part 0,', and as ylong as may be desired, and it worksloosely in a cylindrical socket, q', which ex; tends through therocker-bed Q, and through the bolster It. rlhe rockerPhasastout roundtapering central projection, p, which enters a cavity, q,in'the bed Q,and serves, as is cuslhe king-bolt O, which connects the rocker,

IOO

tomary, to prevent the separation of the car from its truck underordinary circumstances; but even if the car should be by some violenceraised so that this projection should be lifted out of its cavity q, thepart o" of the kingbolt would still keep the body held to the truck.Pins or projections s s are on the rocker-bed, and adapted forcorresponding cavities, H, on the rocker in a manner well known.

I will now describe one of the hangers u, (sce Figs. 13 and 14,) whichsupport the chain guide-pulley. Each is secured at its ends to the twoinside stringers, Ii Il, of the car-body, and has also dowel-pins forentering such stringers. It has also a central opening, in which arehung the pulleys fw w on proper bolts or journals a, which are insertedin the holes y y in opposite sides ofthe hanger. The nearness oftheseinside stringers to each other and the placing oi' these pulleys w w insuoli hangeis very near to cach other in the small space between suchstringers, affords the following advantages: Each of the largerchainpulleys c, located on the main shaft near the end of the car, isplaced above the smaller ehain-pulleys yw in the space between thestringers, and this relation in size and position of these three pulleyspermits the chain to have a hold around the greater part of thecircumference of pulley s, because the chain e", after passing aroundpasses between w and yw and very nearly in contact with itself, and thenearness of the pulleys u: w to each other and to the pulley z', takenin connection with the fact that the chain in passing between pulleys ww passes through the :frame of the hanger, absolutely prevents the chainfrom get-ting oft' from any ot' these pulleys, and the sides of thehanger form a positive barrier against the chain getting off the pulleys1r sidewisc, and this helps to hold it on the pulley Again, because oftl;e curved form of the hanger iu connection with the locationv of thepulleys w w between the stringers, the chain in passing from betweenthese pulleys entirely clears the stringers.

The transoms 1, (see Iigs. 2 and 11,) are made as follows: Each transomconsists of several-#say four-solid iron bars, 2, set edgewise, and thespace between these bars is filled up with wood 3, both the wood andiron extending across the car from sill to sili, and both being of equaldepth, their bottom edges resting on the stringers, and their top edgesbeing all iiush with each other and constitutingaportion ofthe iiooringof the car. The remainder oi` the floor may be all of wood or iron, aspreferred, these bars and wooden pieces being bolted together, as shown.These transoms, thus constituted, rest on and are bolted to the outsidesills, 2T 28, and to all the stringers, and they are also bolted throughthe lower transom, and to the rocker. The outer bars, 2. of eachtransom, instead of resting at their extremities on the outside sills,like the other ones, are near their ends given a half it away from theholster R.

twist and a right-angled bend, and these ends then are bolted to theinside of the outside sills, as shown. This construction of transomaffords great supporting strength for the load.

The arrangement of the oil-box C and its worin-wheel D and worm E toadjacent parts is as follows: The box-shaft m projects through the boxand carries outside the box a gearwheel, 7, which engages with agear-wheel, S, on the main shaft 9, which operates the dumpingmechanism. rIhe gear-wheels 7 and S), as usual, need no oiling. It' thewheel 7 were in the oil-box it would either be needlessly oiled or,being of less diameter than the wheel D, would not dip into the freeliquid oil, and in either case there would be no objeetin placing itthere. Again, if it were within the box, it would be necessary to havethe gear 8 also extend up into the box, and that would allow the oil torun away out of the bottom of the box. The side bearings are shown at 1010"?. Each is made and operated in a peculiar manner, now to bedescribed, but is shown so as to slide on grooved plates 13, similar tothose shown in my Patent No. 199,701, dated .Ianuary 29, 1878.

Instead of having a friction -roller at its lower end, they have none,but, on the contrary, are made broad and flat at their bottom, and onthe bolster beneath each such ilat surface I secure two rollers, 11, onwhich such flat surface may rest and move. This prevents any ilatteningof the roller by any downward blow or concussion of the side bearings,because the roller does not touch the bolster, and as the sidel'iearings do not carry the rollers they cannot run off the bolster.

Because of making the side bearings broad, as stated, they need not bemade solid, but may be made with an opening, 12, through them, thusmaking them lighter. This permits the making oi' these side bearingscheaply, if desired, by casting complete in one piece, and of greatstrength, and dispensing almost entirely with machine work. The groovedplates are shown at 1.3, and 14 14 are stops to limit their movements.These plates are secured to the outside sills, 27 and 2S, respectively.A rod, 15, pivoted ou each side bearing at one end ofthe operating endof the car, is conueetedto a rod, 1 (5, extending lengthwise of the carto the rod 16. Near its other end are connected both ends of a chain,17, the chain also being connected to the side bearing, as at 104i, thischain extending over two pulleys, 1S 1S, on the stringer. The rod 1G, atits other end, connects by a pin, 16', with a short slot, 1.62, 1n thecross-lever 19. To each end of this lever 19 is connected one of theends of a chain, 20, which is secured to a hand-staff, 2], by which theside bearings are operated. On turning this staff 21, and winding thechain on it in one direct-i011, the rod 1G pulls the rod 15, and with itthe sidebearing, to which it is connected, and carries ',lhe same actionIOC IIO

by means of the chain 17 causes the other side bearing on the same sideof the carto move in the opposite direction and free itself from thebolster. Both these side bearings thus move simultaneously toward thatend of the oar to which they are respectively adjacent, and by thismeans neither is liable to come in contact with the chain which is usedfor dumping, whereas if both moved in the same direction one of themwould be always liable to such contact, and all the inconveniencesresulting f therefrom. .The stops 14 14 limit the sliding movement ofthe side bearings.

The truck-columns 22 (see Figs. 16 and 17 are made as. follows and in asingle piece: A slot, 23, lengthwise ot" this piece, aords a receptaclefor the chain-wheel 2-1, which serves as a guide for the chain z2, whichtilts the car, the extremities of this chain being respectively securedto a bolt on the inside of the two outside sills of the car, and thecolumns have, as seen, appropriate holes for the journal of this wheel,and suitable ears by which -they may be fastened to the truck.

I employ a clutch, as customary, on the main shaft, in connection withthe dumping devices, but which need not be shown. The fork 25, forshifting this clutch out and infor engaging and disengaging it, I makeas follows: The prongs 26 I curve at their extremities, as shown indotted vlines in Fig. 15, so that they shall surround aboutseven-eighths of the perimeter of the main shaft. This prevents anydislodgment of the fork and keeps it always to place, and renders itmore efficient. Instead of bending` the prongs in this way they may beleft parallel, and a bar or pin, 28, may be used to connect their ends,as also shown in 15.

I claim- 1. The oil-box C for the incasing and oiling of the worm-wheeland its worm E, constructed, as set forth, with a removable end pieceand removable cover,'the concave bottom having flat parts j and j, Yandthe raised part m, the construction permitting the box to hold a largesupply of iiuid nearly up to the axis of the worm-wheel, as andV for thepurposes described.

2. In a dumping-car and in combination with the rocker a, the king-boltO, made, as

described, in two parts, jointed or hinged together, one part beingprovided with a head by which it is connected firmly to the rocker andthe other part being lodged loosely in a socket in the rocker-bed, allas shown and set forth.

3. In combination, the downwardly-curved hangers u, made with theopening and bearings for the two small pulleys w w, the said pulleyssupported therein in near proximity to each other, the hanger and itspulleys being applied relatively to the inside stringers and to thelarge pulley e, as set forth, and for the purposes described.

4. The transom 1, constructed of the series of solid iron bars 2, setedgewise, and of the wood pieces between such bars, all these partsbeing firmly bolted together, the upper surface being adapted to form apart of the cartloor, some of the bars resting on the outside sills andothers being twisted and secured to the inside of said sills.

5. In combination with the oil-box C and the worm-wheel D and worm-gearE within the same, the gear-wheel 7 on the worm-wheel shaft and outsideof the oil-box, and the gearwheel S on the main shaft and also outsideof the oil-box, thc combination permitting the worm-wheel and its wormgear to revolve freely in the oil while keeping the oil from the othergears, all substantially as set forth.

6. v'Ihe side bearings, 10 101i, each made in a single piece and withextended fiat rollerlcss bottoms, and arranged to slide lengthwise ofthe car, in combination each with a pair of rollers, 11 11, on thebolster, these side bearings on each side of the car being connected byrods 15 16 and a chain, 17, and pulleys 18 18, and whereby, when the rod16 is given an endwise movement, the side bearings shall move inopposite directions, as and for the purposes set forth.

7. In combination with the side bearings, 10 105, rollers 11 11 on thebolster, rods 15 16, chain 17, and its pulleys 18, the cross-lever 19,chain 20, and staff 2l, the combination being and operatingsubstantially as set forth.

MATTHEV VAN TOR-MER.

fitnessesz R. LINCOLN Jona-fs, PENNINGTON HALsTnD.

